Cats-constrained airplane transportation system

ABSTRACT

An elevated high speed ground transportation system adaptable to existing right-of-ways for passenger travel between metropolitan centers utilizing a pair of tubular monorails with aerodynamic and hydrostatic fluid bearings providing low friction and propelled by thrust provided by a self-contained linear gas turbine resulting in a cost effective, safe, all-weather, low maintenance transportation system.

CROSS-REFERENCE TO RELATED APPLICATIONS

[0001] Not Applicable

STATEMENT REGARDING FERERALLY SPONSORED RESEARCH OR DEVELOPMENT

[0002] Not Applicable

REFERENCE TO A MICROFICHE APPENDIX

[0003] Not Applicable

BACKGROUND OF THE INVENTION

[0004] 1. Field of the Invention

[0005] The present invention relates to a high speed groundtransportation system of the overhead monorail type, generallyclassified under 104/23, 104/34, 104/89, 104/155 of the U.S. PatentClassification system.

[0006] 2. Description of Related Art

[0007] Many transportation systems have been devised to replace oraugment the current highway system. The ideal high speed groundtransportation (HSGT) system must meet the following criteria to besupremely successful: (a) it must allow high speed operation, (b) itmust allow all-weather operation, (c) passenger safety must be assuredin the event of a power failure, (d) construction, installation, andmaintenance costs should be low, (e) it cannot be an attractive targetfor terrorists. (f) the transit systems effective range must beintermediate between automobile and long distance airline travel, and(g) it must be a pleasure to use or it will be a failure. These criteriaallow pruning away those suggested HSGT systems not meeting theserequirements until only those having the best features are left. Priorattempts have been either outrageously expensive or have contained afatal design flaw that rendered them impractical. All have failed toproperty address the requirements for the ideal HSGT system.

[0008] It is instructive to categorize the patent literature on thissubject then cull away those categories that lack a major HSGTrequirement. A common pitfall is that some HSGT systems require thatexpensive travel ways must be built or each individual must own aspecial type vehicle. Communities will not provide funding for expensiveconstruction costs and especially for right-of-way cost which is themost costly aspect of a new HSGT system. An ideal solution would be aHSGT transit system utilizing existing right-of-way to avoid this highcost since it would then already have been expensed.

[0009] Generally the proposed HSGT systems can be segregated as follows:

[0010] 2.1 Vehicle Above, Tracked Monorail Below

[0011] Monorail systems assure a uniform roadbed surface. Trackedvehicle systems eliminate road hazards and terrain dangers by reductionof directional choice. It is considerably easier driving an automobileon a paved road than through a forest. Tracked vehicle systemscompensate for terrain elevation by control of roadbed placement usingbridges and tunnels. A vehicle confronting a mountain has a much moredifficult transportation task than one that can travel right through themountain in a tunnel.

[0012] There are two main types of tracked monorails; vehicles providedwith wheels contacting the monorail roadbed or vehicles somehow liftedoff the monorail surface riding in air so that cumbersome, slow speedwheels are eliminated.

[0013] 2.1.1 Wheeled Monorail Vehicles

[0014] Hijlkema (U.S. Pat. No. 6,431,077) describes a monorail transitsystem with flat plates sliding on continuously introduced liquidinstead of wheels. U.S. Pat. No. 6,401,625 shows an ordinary automobilewith extended wheels traveling in parallel monorail tracks. U.S. Pat.No. 6,389,983 describes a vehicle with fins on a monorail trackpropelled by compressed air impinging on the fins for propulsion. Owen(U.S. Pat. No. 6,321,657) describes a monorail with a vibration isolatedsteel rail for a quieter ride. A linear drive motor with electricalpower transmitted to the vehicle is described by Swensson in U.S. Pat.Nos. 6,182,576 and 5,845,581. A similar linear motor system picks upelectric power from the steel rail in Nozaki, et. al., U.S. Pat. No.5,492,066. LaSorte describes a vehicle with a lowered center of gravityto allow higher speed using conventional steel wheels on steel tracks inU.S. Pat. No. 4,899,665. Another electrified monorail is used in U.S.Pat. No. 5,590,604 using sliding electrical contacts. The tires of aland/water automobile ride on top of a monorail on land and on theunderside in water in U.S. Pat. No. 5,775,226. In Westling's U.S. Pat.No. 4,036,147 a helicopter is tethered to a track picking up electricalpower by use of a wheeled trolley. Electric motors are used to drivewheels on a steel track in Hawes U.S. Pat. No. 3,412,689. Streamlining aconventional vehicle on a monorail is used by Hinsken in U.S. Pat. No.2,788,749.

[0015] 2.1.2 Levitated Monorail Vehicles.

[0016] To accomplish eliminating wheels schemes have been developed toallow the vehicle to ride on a cushion of air. This method uses an airbearing between the vehicle floor and the monorail surface. This typevehicle, sometimes called a hydrostatic bearing vehicle, is similar inprinciple to the hockey pucks used in game rooms. The air bearingefficiently allows high speed operation with the added advantage thattrack wear and tear is eliminated. A modified vehicle of this type usesthe WIG (i.e., Wing-In-Ground) effect by use of a bottom-placed wingdesigned to increase the pressure of the cushion of air underneath thevehicle.

[0017] Hydrostatic air cushion monorail vehicles are known and aredescribed, for example by Cavanah (U.S. Pat. No. 6,216,599) whereonboard equipment such as the exhaust from a propeller, a turbojet or aturbofan provides compressed air for an air cushion monorail vehicle.Cummins (U.S. Pat. No. 5,909,710) describes a monorail vehicle of thistype wherein the compressed air is supplied from pipes in the monorailand with valves activated when the vehicle passes providing air tosupport the vehicle on an air cushion. More recent air cushion vehiclesof this type have a wing-shaped scoop wherein the vehicles forwardmotion changes dynamic pressure to static pressure for increased lift. Alinear motor drive with the vehicle supported using air cushions isdescribed in U.S. Pat. No. 5,542,356 by Richert. A propeller providesboth air cushion lift and forward propulsion in Jones, et. al aircushion vehicle in U.S. Pat. No. 4,643,268. An overhead trackwayconsisting of two tubes on the interior of each is a jet engine while“the trackway is lubricated from a longitudinally extending lubelinewith synchronically operated nozzles spaced therealong” is described byHughes in U.S. Pat. No. 3,938,445. A vehicle with flexible air cushionsis described by Bertin in U.S. Pat. No. 3,744,429. VanVeidhuizendescribes pressurized air supplied to a monorail underneath a vehiclewherein the vehicle opens a sealed slot in the pipe when it passesallowing vehicle levitation in U.S. Pat. No. 3,722,424 vehicle An aircuchion vehicle operating in a tracked grove on the ground is describedby Bertelson in U.S. Pat. No. 3,712,406. Spring mounted bearing platesto compensate for roadway surface are described by Crios-Marle in U.S.Pat. No. 3,698,506. Valves opening at passage of a vehicle open up inBloomfield U.S. Pat. No. 3,685,788 allowing pressurized air in amonorail to emit and support the vehicle. A concave-shaped channel isused by Girard in U.S. Pat. No. 3,675,582 in combination with wingsunderneath to provide lift for a ground track vehicle. Bertin disclosesan air cushion vehicle with numerous nozzles in U.S. Pat. No. 3,648,620.Nardozzi describes a vehicle lifted by a continuous supply of water forforward push. Gas jets are used instead of a physical curtain around agas cushion for a levitated vehicle described by Hart in U.S. Pat. No.3,625,157. Pressurized air comes out of holes to levitate a vehicle whenit is over head as allowed by valves opening in U.S. Pat. No. 3,621,787by Giraud. Gas jets at the periphery control cushion pressure in gascushions for a tracked vehicle in Hart U.S. Pat. No. 3,602,147. Numerousrollers acting on two steel rails with small hydrostatic bearings asidethe rails provide rotational stability for a tracked vehicle in SchudderU.S. Pat. No. 3,587,471. Pressurized air in a monorail escapes when avehicle is overhead using a vertical belt acting as a valve in U.S. Pat.No. 3,586,382. The jet engine power plant for propulsion is undergroundin a pipe so as to reduce noise in the air levitated vehicle describedby Rosciszewski in U.S. Pat. No. 3,543,685. Pressurized liquid isperiodically squirted up under a vehicle when a vehicle passes by, usingvalving means in U.S. Pat. No. 3,540,378 by Giraud. A ground track ofcircular arc is used by Mesnager in U.S. Pat. No. 3,500,763 so thatcentrifugal forces are axial to the center of gravity. Conventionalrails supplemented by two small hydrostatic bearings each side are usedby Hall in U.S. Pat. No. 3,308,767. Air from blowers spaced along amonorail provide air cushions for a monorail vehicle in U.S. Pat. No.3,242,876 by Berggren. A V-shaped track made of sheet metal is used byAmann in U.S. Pat. No. 3,096,728 for a gas cushion vehicle. An invertedpyramid-shaped roadbed track, faced with stainless steel plates. is usedby Crowley in U.S. Pat. No. 3,090,327 for an air cushion vehicle whereinair issues from a slot in the center of the vehicle as by a propeller.

[0018] 2.1.3 Maglev Vehicles

[0019] More recently another scheme to achieve elimination of wheels isby use of magnetic levitation. In this category vehicle, a maglev ispropelled by electric linear motors while magnetic levitation providesguidance and suspension. Ordinary magnetic repulsion forces are notstrong enough or workable for these systems and they requiresuperconductive magnets, including liquid helium cooling to make themuseable. Very large investments in guide way construction and associatedelectric power systems are required. Power lines alongside the track andfeeder lines from centralized power plants, with a. c. frequencyconverters and speed control stations are also required at intervalsalong the track. The active part of the linear electric motor installedin the track is a major portion of the total guide way cost. Maglevvehicles are extremely power inefficient. First, because generation ofelectricity is extremely wasteful of fossil fuel, converting only about9% of the energy in fossil fuel to electricity but also because thecryogenic liquid helium or nitrogen required not only expends a hugeamount of energy to make available but continual replenishment isnecessary by loss to ambient heat. According to Arrigo Mongini, actingassociate administrator in the Federal Transportation Administration,maglev track is expected to cost $25 million to $50 million per mile,with high electric power costs additional. These high costs largelyeliminate maglev as a viable energy efficient method to introduce HSGT.

[0020] A Maglev vehicle is described by Lamb (U.S. Pat. No. 6,510,799)in which a tracked monorail has periodically spaced magnets which opposemagnets in the vehicle. Harding (U.S. Pat. No. 6,178,892) describes apressurized monorail with valving and vanes allowing an air cushion tosupport the traveling vehicle magnetically coupled to the monorailtrack. U.S. Pat. No. 6,152,045 proposes using monorails with magneticlevitation to carry water in dry areas. Kauffman (U.S. Pat. No.5,363,857) describes a transportation system in which an automobile isdriven into a carrier which is in turn supported in a guideway byrepulsive magnets. Holine et. a., describes (U.S. Pat. No. 5,647,280) arotable monorail rail which aligns as required for a magneticallylevitated vehicle.

[0021] The above type monorail vehicles suffer from the main defect ofall tracked monorails, what happens when it rains, snows, or ice formsaffecting the roadbed? Obviously, ground-based monorails systems are notpractical for all-weather transportation.

[0022] 2.1.4 Evacuated Tube Transport Vehicles

[0023] A proposed variation on the tracked monorail vehicle is theunderground pneumatic tube system. This system, called the EvacuatedTube Transport (EET) system is based on department store pneumatic tubesystems which had been used to transmit currency and papers from onefloor to another; now mostly used by banks at outdoor windows. Thisproposed transportation system involves drilling tunnels deepunderground connecting one city to another then shooting a capsulefilled with passengers by the use of vacuum one side and compressed airthe other. The main advantage of EET systems would be elimination ofaerodynamic drag but tube transport systems are entirely impracticalfrom many standpoints. EET cannot even be considered where there is theremote possibility of an earthquake because geologic shifts would becatastrophic. And an EET transportation system would be extremelysusceptible to underground flooding where even tiny amounts of waterwould cause a huge shock to the speeding capsule. Earthquakes, mudslides, flash floods, or tidal waves could damage the tube on land orunderwater killing the occupants and releasing tremendous destructiveenergy.

[0024] Transportation tubes deep under the earth, to achieve the greatspeed of “flywheel energy storage”, would be highly stressed and requireexotic materials to build while construction costs would be even moreseverely increased over difficult topography. At the great depthsrequired the temperature and heat flux would be so great that the entirediameter of the EET tube would be taken up by the cooling water requiredand escaping steam would be a hazard. At high velocities any malfunctionof seals or compromise of the integrity of the tube would be disastrous.Failure of one of the capsules would cause the failure of many whilefailure of the braking system could result in the passenger capsuleshooting up penetrating through the terminal causing tremendous damage.

[0025] Once the trip has started there is no stopping or turning back.Encapsulated in an underground pipe deep under the earth prolongedextreme accelerations would cause acute passenger discomfort with thepossibility of any one passenger experiencing extreme claustrophobiathus requiring all passengers to take sedative drugs as a precaution.

[0026] Oster (U.S. Pat. No. 5,950,543 describes an evacuated ETT systemusing capsules of passengers shot deep underground crossing continentsall over the world. Jackson (U.S. Pat. No. 5,460,098) describes anunderground tube transport system whereby a propeller provides an aircushion encircling the vehicle and for propelling the vehicle forward.Crafton (U.S. Pat. No. 5,029,531) describes an underground tunnel systemwith helical walls so that wheels can provide traction and keep thevehicle upright. A packing means at the ends of a capsule plus wheelsdriven alone a rail are used in the underground pneumatic transit systemproposed by Ardeleauv in U.S. Pat. No. 4,166,419. U.S. Pat. No.4,148,260 by Minovitch describes an underground tunnel vacuum system inwhich the capsule accelerates when dropped and decelerates when it againcomes to the surface. Diggs (U.S. Pat. No. 4,023,500) describes anunderground tube transport system criss-crossing the U.S. by which acapsule of passengers rides on a film of air as a free piston usingpacking sealing means at the front of the capsule so that compressed airat the back provides an air cushion while the passenger capsule is keptupright using magnetic means. Air pressure is increased behind a capsulevehicle while air pressure is reduced in front, using pumping stationsspaced along the tubeway, in Valverde's U.S. Pat. No. 3,999,487. Anevacuated tube transport system with “permanent magnetic rails of highcoercivity” is described by Minovitch in U.S. Pat. No. 3,954,064.Similarly, a tube transport system using a leading seal at the lowerhalf of a capsule and a trailing seal at the upper half of anunderground pneumatic capsule plus longitudinal seals in slots along thetube is described by Vasilleevich in U.S. Pat. No. 3,952,667.

[0027] 2.2 Vehicle Below, Tracked Guideway Above.

[0028] The two main advantages of tracked monorails above the vehicleare that proper design by this scheme can solve the problems ofright-a-way cost and all-weather operation. It is the cost of theright-of-way that is the main cost for any new guide way transportationsystem, especially near urban areas. If the monorail can be aboveexisting traffic then right-a-way expense has already been absorbed.Also, if the overhead monorail can effectively act as a roof, protectingthe roadway and vehicle from rain, snow, sleet, and ice this can solvethe all-weather capability problem.

[0029] One problem with overhead monorail structures is the structurescan be heavy and excessively large. Also, they may be difficult tomanufacture at a central location for easy transport to location and thetime and expense of fabricating overhead structures can be a primarycontributor to excessive overhead monorail costs. Ideally, the overheadstructure should be simple to fabricate and easily transportable. Theguide rails should not be prone to accumulate snow, and ice, which wouldadversely affect all-weather operation. Overhead monorail systems can bedivided into two types, wheeled monorails and levitated vehicle types.Some of the different systems are as follows:

[0030] 2.2.1 Wheeled Overhead Guideways

[0031] Slow speed automatic people conveying systems are in common use,for example, at amusement parks like Disney World. They are reliable andexhibit high continuous usage. Several patents recognize the advantageof an overhead guideway with suspended payload units. Hutchinson (U.S.Pat. No. 6,202,566), Rypinski (U.S. Pat. No. 3,861,315), Leibowitz (U.S.Pat. No. 4,841,871) describes automobiles conveyed in boxes connected toan overhead track using conventional wheels. Hutchinson (U.S. Pat. No.6,202,566) describes an overhead monorail track in which wheels on thetrack provide motive power for a payload carrying trucks and automobilesbelow. Similarly Zimmerman (U.S. Pat. No. 3,118,392) proposes a systemin which payloads are suspended from motor modules utilizing wheels inan overhead inverted U shaped monorail track. Rypinski (U.S. Pat. No.3,861,315) also discloses a suspended vehicle transported with the aidof an overhead motor module riding in an inverted U shaped overheadtrack. Steel flanged wheels on a steel overhead track are proposed byTrenary in U.S. Pat. No. 5,381,737. Romine (U.S. Pat. No. 5,289,778)proposed a similar system for carrying automobiles in U.S. Pat. No.5,289,778. Peterson (U.S. Pat. No. 5,074,220) proposes an overheadmonorail system in which payload cabins hang from a motorized carriagethat rides inside an enclosed tube-like travelway. The carriage usesin-line wheels riding in a concave lower surface along with a guidewheel traveling in an upper concave surface. The payload is supportedfrom the carriage by a flange that extends through a slot in theguideway. A turn mechanism is utilized to guide rollers contacting camsurfaces on the sides of the guideway for turns.

[0032] Svensson (U.S. Pat. No. 6,450,103) uses a flat overhead surfacewith a web in the middle acting as electrical conductor for contactshoes which slide over the surface conducting electrical power toconventional wheels. He suggests using magnetic levitation as an option.The system disclosed by O'Neil et al. (U.S. Pat. No. 5,433,155)describes a method for control and locating of trains of vehicles. Thesystem relies on electrical energy and computer control to suspend thevehicle. A conductor is used between the vehicle and the tube, but acomputer failure could result in sudden suspension failure. No provisionexists for active alignment of the tube. Behar in U.S. Pat. No.5,957,056 describes an overhead monorail system in which passengersalways remain in horizontal upright position no matter what the terrain.Hallett et al. (U.S. Pat. No. 5,060,575) shows a turn controller for asuspended track mounted vehicle. The system uses wide wheels that driveover the slot through which the payload hangs. Guide rollers on thevehicle make contact with a guide vane on the track structure. Gerhard(U.S. Pat. No. 4,214,535) proposes the use of elastic wheels for anoverhead monorail conveyor system while Hallett (U.S. Pat. No.5,060,575) proposes wide wheels in an overhead trackway. Trenarydescribes an overhead track system with flanged wheels inside a U-shapedtrack in U.S. Pat. No. 5,381,737.

[0033] None of the above systems are capable of HSGT operation becauseall rely on wheels. In addition, wheels and rounded traction surfacesresult in high levels of friction, wear and noise especially at higherspeed. Many of the systems use cams or other mechanical contact betweenthe vehicle and guideway for positioning and steering (especially inY-junctions and the like.).

[0034] 2.2.2 Levitated Vehicles in Overhead Guideways

[0035] Barber (U.S. Pat. No. 4,085,681) describes an air cushion vehiclewith compressed air supplied from a linear gas turbine such that thecompressed air impinges on slots projecting from the roadbed to provideforward motion. In U.S. Pat. No. 4,010,693 by Bliss, seals allow vacuumto provide vehicle lifting while air pressure provides an upward forcein an overhead piston-type monorail track. Bertin (U.S. Pat. No.3,580,181) uses a propeller to provide positive pressure in one chamberand negative pressure in another for a piston-type overhead monorailtrack for supporting a vehicle below. Another vehicle of somewhatsimilar design is described by Barthalon (U.S. Pat. No. 3,534,689)whereby the vehicle carries a vacuum pump and “sealing method” toprovide negative pressure to lift the vehicle guided by an overheadtrack. Another reduced pressure method is described by Faure in U.S.Pat. No. 3,515,073 whereby a propeller provides reduced pressure in achamber comprising the overhead monorail surface and the top of thevehicle while increased pressure lifts the vehicle below. Another U.S.Pat. No. 3,511,185 by Barthalon describes an overhead monorail with theundersurface of the monorail combined with the upper surface of thevehicle comprises a chamber which is evacuated by a vacuum pump in thevehicle. A wedge-shaped film of air is entrapped under the wing at theleading edge to provide an air cushion bearing in Maksim U.S. Pat. No.3,238,894. Air compressed from a jet engine provides both an air cushionand also propulsion in Akmentin (U.S. Pat. No. 3,444,823) whileaerodynamic lift occurs at high speed. McDonald (U.S. Pat. No.3,233,556) forms ice on an overhead track to allow an overhead mechanismto slide until aerodynamic lifting occurs at high speed. Wheels hold avehicle against a monorail track until wings provide aerodynamic lift atsufficient speed in Schaar (U.S. Pat. No. 2,976,820). Wheels on tracksabove and below the vehicle guide it until a propeller allows speedsufficient to allow wings to provide aerodynamic lift in Bennie (U.S.Pat. No. 1,459,495).

[0036] Although air bearing system have considerable potential toachieve high speed by elimination of wheels for transportation ofpassengers and cargo, further development work has indicated that thereis room for improvement. A review of the patents shows that an airbearing between the guide rails and the levitated vehicle involvesconsiderable complexity both in the structures of the vehicle and railsand also in the pneumatic system required to supply air for the airbearing. Some air bearing guide rails seem complicated and thusexpensive to construct. Sometimes the guide rail structure has twovertical plates, a top plate, the two round rails, plus ribs thatconnect the rails with the rest of the structure. This complicatedconstruction involves considerable expense. In addition the guidancesystem of the vehicle is likewise rather complicated. Two concentrictubes are sometimes required to surround the round guide rails andprovide the air bearing whereas a manifold and hose system is requiredto direct the air to the air bearing. The overall result is that thesystem is characterized by considerable complexity which increases thecost, the maintenance requirements, and the potential for operationaland safety problems.

[0037] 2.3 Guided Aircraft Monorails.

[0038] The major advantage of the airplane is the low friction highspeed travel possible with the added physical manifestation ofaerodynamic lift. A considerable advantage to HSGT would accrue if thehigh speed advantage of aircraft could be kept while the free-flighthazards of the airplane could be eliminated. This is the goal of guidedaircraft monorails. However, most schemes for guiding an aircraft-typevehicle along a monorail seem inelegant. Most methods simply use sensorsto control proximity of the aircraft to a pathway monorail track butthis does not allow a fast enough wing response control in the case ofbumpy weather. Consequently the vehicle would be constantly bangingagainst the monorail.

[0039] Examples of this type constrained airplane vehicle are U.S. Pat.No. 4,402,272 to Lehl et al. who describe a low wing monoplane withconventional fan jets for forward propulsion and proximity sensors tospace the aircraft from a monorail. Compressed air from the monorail isintroduced by valving along an elevated rail to form tubular airbearings. The aircraft has wheels which roll on the overhead railstructure when the vehicle is operating at low speeds such as whenapproaching or departing terminal areas but flies at high speedalongside the rail using a system of sensors to control and adjust theflight path in close proximity to the monorail. Thus this rail/aircraftsystem is supposed to accommodate slow speeds in terminal areas and highspeeds between terminals. What happens when the free-flight aircraft isbuffeted by high winds or air pockets knocking it out of position is notdescribed. It would be a very bumpy, hazardous ride. Lehl describes asimilar “flying aircraft” using conventional wheels on an overheadmonorail at low speed and proximity sensors to control free flight athigh speeds in U.S. Pat. No. 5,535,963. Leibowitz (U.S. Pat. No.4,841,871) discloses a raised channeled monorail system with electricalcables from which the vehicles is suspended using conventional wheels atlow speed and aerodynamic lifting at high speed while Halus (U.S. Pat.No. 5,653,174) also discloses an aircraft powered by electricity andguided by a linear electromagnetic motor using electrical power from acable.

[0040] Chiquet (U.S. Pat. No. 4,022,403) describes an aircraft withfoldable wings allowing it after landing to be of the same width as aconventional railway car so it can travel by wheels into the city onchannels welded onto railroad tracks. Simuni (U.S. Pat. No. 5,222,689)describes a conventional aircraft with overhead propeller providing anair cushion at the front of the airplane and magnetic levitation toprovide lift at the back of the airplane. Iida et al, (U.S. Pat. No.5,215,015) describes a maglev type vehicle that is levitated until speedis sufficient for aerodynamic lift. Similarly, attractive magnets on aT-shaped monorail are used in Lay's scheme (U.S. Pat. No. 4,941,406) tolift the vehicle until aerodynamic lift speed is attained. A vehiclewith both overhead track and undertrack uses sensors to controlproximity to the tracks at aerodynamic lift speed in Bell (U.S. Pat. No.4,703,697). Aerodynamic lift and motive power are supplied by a jetengine. Proximity to the rails is sensor controlled with “blasts ofjetted air” plus airfoils positioning of the vehicle within the rails athigh speed. U.S. Pat. No. 6,220,543 describes balloon-dirigiblestethered to a helicopter to prevent bomb threats.

[0041] 2.4 Linear Gas Turbines for HSGT

[0042] The cost of the vehicle itself, even when incorporatingsophisticated technologies such as maglev, is a relatively small portionof the total transport system cost. Efficient on-board propulsionsystems would make the vehicles less dependent on ground-basedinfra-structure and more autonomous in propulsion, levitation andguidance. The economic payoff of a self-contained propulsion systemincreases with increasing transit distances and railroad systemscorroborate that argument: short-range transit systems typically utilizeexternal electric power, whereas long-range transportation systemsutilize autonomous propulsion in the form of Diesel locomotives. Becausesome means of providing compressed air is essential to vehicles using anair bearing it is instructive to review linear gas turbines for thiscapability.

[0043] The linear turbine drive consists of an onboard gas generator,typically an aeronautical fan/jet engine unit, a compressor, the turbineunit, and a thrust unit which provides gas jet reaction for propulsionof the vehicle. These turbomachinery components are normally orientedin-line with the track. The individual components, a row of nozzleblades and a row of turbine blades, are indigenous to the gas turbinewhile ducting allows bypassing some compressed gas for gas cushionlevitation. The balance of the high pressure exhaust gas is strewn fromthe nozzle to produce the thrust propulsion force.

[0044] There are a number of patents which disclose railway vehiclesutilizing the reaction of gas streams generated by gas turbine enginesagainst fixed fins in the track for the purpose of propulsion. They fallinto two categories: (I) those where the propulsive gas stream isgenerated on-board; and, (II) those where the propulsive gas stream issupplied from an external source, e.g. by pipeline and compressorsinstalled along the track. A gas deflector rail, the linear equivalentof a stator blade stage in a rotary turbine, is attached to the track asdisclosed by Gerhardt in U.S. Pat. No. 5,669,308 whereby the gasdeflector rail is a fence-like structure extending along the track inwhich the pickets consist of flow turning blades. They serve to deflectinto a forward direction the gas stream which was exhausted by thenozzles into a nearly backward direction. The gas stream is directedinto the vehicle-mounted turbine blades to produce additional forwardthrust which is of a similar magnitude as the thrust produced by thenozzles. The propulsion system may also include turbine componentshaving an opposite orientation for the purpose of producing reversethrust for braking and vehicle motion reversal. Control gates are usedto selectively operate the propulsion system in the forward or reversethrust mode. The exhaust from the linear turbine system can also be usedin a gas cushion providing levitation for the vehicle. U.S. Pat. No.3,547,042 to O'Connor, U.S. Pat. No. 2,869,479 to Hutchinson, and U.S.Pat. No. 4,841,871 describe similar linear gas turbine poweredtransportation systems. Bertin (U.S. Pat. No. 3,648,620) describes a gascushioned vehicle riding on a monorail whereby the gas cushion is formedby a linear gas turbine. A conventional gas turbine provides propulsion.Wheels are used to propel the vehicle suspended from an overheadmonorail and driven by a conventional propeller.

[0045] Patents in the second category include U.S. Pat. No. 4,085,681 toBarber; U.S. Pat. No. 3,242,876 to Berggren; U.S. Pat. No. 3,718,096 toBloomfield et al.; U.S. Pat. No. 2,228,885 (German file number) toGantzer; U.S. Pat. No. 3,540,378 to Giraud; U.S. Pat. No. 3,815,866 toWirth. These patents (with the exception of Bloomfield) combine fluidreaction type propulsion with gas-cushion levitation. Mouritzen's paperentitled “Impulsive-Jet Transportation Systems” published in MechanicalEngineering, Vol. 94, No. Feb. 2, 1972, pages 12-17, also deals with anexternal high-pressure-air power system. The Category II systems requirea complicated valving system in the pipe network which must be actuatedto supply the high pressure air only at the instant the train is passinga particular valve. To minimize gas flow losses these valves must berather closely spaced. An essential distinguishing feature of theinventions of Category II, however, is that the external power supplydoes not provide the desired autonomy in propulsion and the associatedlow cost of construction which is achieved with the category oneself-contained power source vehicles.

[0046] Jet engine thrust from the gas turbine can be deflected asdescribed by Horinouchi in U.S. Pat. No. 4,587,804 for V/STOL aircraftand by use of a variable axisymmetric nozzle in Urruela (U.S. Pat. No.6.067,793) to control both speed and gas output direction for HSGTrequirements. Wirth (U.S. Pat. No. 3,815,866) describes a valvemechanism for controlling thrust for a gas turbine levitation vehicle.

BRIEF SUMMARY OF THE INVENTION

[0047] The invention relates to a passenger, or cargo, high speed groundtransportation (HSGT) system and more particularly to an all-weatheroverhead guideway channel using an aerodynamic air bearing from whichthe payload is suspended to achieve low friction for HSGT operation. Amodified version provides a second lower hydrostatic air bearing foradded vehicle lift plus rotational stability whereby movement about theupper air bearing axis, such as by crosswinds, are countered. High speedvehicle propulsion is provided by conventional gas jet reaction forcefrom a self-contained linear gas turbine which provides both compressedair for the air bearings and propulsive thrust. The linear turbine driveused in the present invention as a propulsion system provides desiredautonomy of operation. Vehicle breaking is conventional and provided byreverse thrust of the gas turbine engine.

[0048] The aerodynamic air bearing disclosed allows high speed while thespecific overhead monorail design protects the air bearing from adverseweather conditions. In the event of power failure the vehicle comes to asafe stop. Passenger safety is assured by vehicle catch supports in theremote event of air supply failure whereby the vehicle slides on themonorail and comes to a friction halt. A major advantage of theinventive system disclosed is that it can be installed over existinghighways or train track. Thus installation cost is low becauseright-of-way cost has already been expensed but also because themonorails are made of low construction-cost pipe. Because the vehiclesare relatively small-sized terrorists do not see them as attractivetargets. Maintenance cost is almost non-existent because the vehiclenever touches the track. In effect the vehicle “flies” with all theadvantages of high vehicle speed in air but with none of the hazards offree flight. Unlike a conventional airplane, the CATS (ConstrainedAirplane Transportation System) vehicle cannot crash.

[0049] Studies have determined that a cruising speed of about 300 mph ispractical for various stage lengths, with reasonable acceleration anddeceleration. At such speed, wheels become impractical.

[0050] Accordingly, the principal object of the present invention is toprovide a rapid transit system that includes an overhead aerodynamic airbearing combining both low friction for high speed operation and vehiclelifting as a consequence of reduced static pressure produced by themoving air in the air bearing.

[0051] It is an object of the present invention to provide a rapidtransit system to include an overhead aerodynamic air bearing with addedvehicle rotational stability provided by deflection stabilizers actingto bring about rotational stability and thereby elimination of vehiclerotation about the aerodynamic air bearing center axis.

[0052] It is a further object of the present invention to provide arapid transit system that includes an overhead air bearing with addedvehicle lifting means provided by a second hydrostatic air bearing ofconcave-down outer surface matching the convex-up outer surface of amonorail thus allowing additional air bearing support of the vehiclewhile countering vehicle rotation about the axis of the aerodynamic airbearing.

[0053] It is a further object of the invention to provide a rapidtransit system that includes the gas propulsion supply means centeredbetween the upper and lower air bearings so as to minimize torque aboutan axis transverse to the longitudinal direction of the monorail.

[0054] Another object of the present invention is to provide a rapidtransit system that includes air bearing means allowing high speedoperation.

[0055] A further object of the present invention to provide a rapidtransit system constructed over existing traffic so that right-of-waycosts have already been expensed.

[0056] Another object of the present invention is to provide a rapidtransit system including air bearings of configuration shielding andprotecting them from adverse weather conditions.

[0057] Another further object of the present invention to provide arapid transit system that includes inherent safe vehicle stopping in theevent of power failure.

[0058] Another further object of the present invention to provide arapid transit system of moderate passenger number whereby terrorists donot see them as attractive targets.

[0059] A further object of the present invention to provide a rapidtransit system that is of low installation cost because the monorailsare constructed of pipe.

[0060] It is a further object to provide a rapid transit system that isof low maintenance cost because the vehicle never contacts the monorailsurface.

[0061] It is a final object of the present invention to provide a rapidtransit system that has an effective range between automobile and jetplane travel distances.

BRIEF DESCRIPTION OF THE DRAWINGS

[0062]FIG. 1 is a partial sectional view of the overhead aerodynamic airbearing of the present invention including passenger cabin suspendedtherefrom showing possible rotation of the passenger cabin due tocrosswinds about the axis of the overhead air bearing.

[0063]FIG. 2 is a partial sectional view of the overhead aerodynamic airbearing of FIG. 1 including passenger cabin suspended thereon, combinedwith deflection stabilizers consisting of sidewalls providingaerodynamic rotational stabilization.

[0064]FIG. 3 is a partial sectional view of the overhead air bearing ofFIG. 1 including passenger cabin suspended therefrom with added vehiclelifting means provided by a second hydrostatic air bearing positionedbelow of concave air bearing surface matched to the external surface ofa monorail pipe and by combination providing rotational stability

[0065]FIG. 4 is a partial sectional view of the present monorail traininvention over existing highway traffic showing the gas turbine powersource centered between the upper and lower air bearings so as tominimize thrust torque about an axis transverse to the longitudinaldirection of the monorail.

[0066]FIG. 5 is a perspective view of a monorail train according to thepresent invention showing in cutaway view a linear gas turbine withducting providing pressurized air to the upper air bearing chamber.

[0067]FIG. 6 is a perspective view of the present transit inventionshowing elevated structure of the monorail train over an existinghighway.

[0068]FIG. 7 is a table showing weighed criteria comparing existing andproposed HSGT transportation type systems including the CATS systemwhich is the subject of the present invention.

DETAILED DESCRIPTION OF THE DRAWINGS

[0069] Referring to the drawings and more particularly to FIGS. 1-7there is illustrated a rapid transit system generally designated by thenumeral 1 for the movement of passengers between designated points oftravel.

[0070]FIG. 1 shows the transit system 1 including overhead monorail 10with inner surface 11 of concave-down configuration. This configurationassures that snow, rain, and ice, or debris do not accumulate on innersurface 11. Self-contained gas supply device 20 discharges a fluidstream. As herein illustrated, the device 20 is a gas turbine whichreceives air, compresses it, injects a metered amount of fuel andignites the mixture to produce a high energy fluid stream, in this casecompressed air. At the compressor stage of the gas turbine some of thecompressed air is discharged to ducts to provide for the air bearingswhereas the balance is discharged at the output thrust nozzle of the gasturbine to provide propulsion of the vehicle. It is to be understoodthat other devices may be used for generating a propulsive fluid stream.One example of this would be an electrically operated air compressor,another a propeller engine. Air leakage in the bearing must be minimizedand clearances between the monorail surface and the vehicle arerelatively small thus the active surfaces should preferably beclose-fitting. This suggests a pipe of relatively precision innersurface but because the pipe is weather protected this inner surface canbe long lasting.

[0071] Gas turbine 20 discharges from the compressor section of theturbine a propulsive fluid stream through outlets thereby supplyingcompressed air which is valved (not shown) by way of duct 21 tocompressed air chamber 14 with outer surface 13 matched to conform tothe configuration of monorail 10 inner-surface 11. The spacing betweensurface 13 and 11 is of small distance d, shown in the Figure. Surface13, is of total area including the arc length shown (approximately 270°)and the width of the air bearing in longitudinal direction (not shown).Surface 13 contains numerous holes (not shown) allowing air to escape atvelocity v forming air bearing 12 in the space between outer surface 13of gas chamber 14 and inner surface 11 of monorail 10. The moving air,or any fluid, if it is moving and issuing fast enough in velocitybetween the two surfaces 13 and 11 provides two important effects:first, a low friction fluid bearing is produced but secondly a reducedpressure region is formed in the fluid bearing. The cause of thisreduced pressure region in air bearing 12 is lowered static pressurebecause of the dynamic pressure increase caused by the moving air in airbearing 12. Thus the differential pressure created between the reducedpressure inside the air bearing region 12 and the external air pressureacting on the underside of pressure chamber 14 acts to cause some liftforce acting on the vehicle. This differential pressure acts to liftpassenger cabin 30 attached to the aerodynamic air bearing by means ofsupport member 23. Consequently aerodynamic lift acts to provide a forcevector counter to the weight of passenger cabin 30.

[0072] Summarizing, there is a force separating the air bearing surfacesdue to the incoming air mass which is a function of the cubic feet perminute of incoming air each hole times the number of holes over thetotal surface area of the fluid bearing with a counterforce attractingthe two surfaces caused by decreased static pressure as a consequence ofthe dynamic pressure increase caused by the moving air and governed by ½the fluid density times the fluid velocity squared. This combined actionwe will call an aerodynamic fluid bearing.

[0073]FIG. 1 also shows passenger cabin 30 at possible rotationalpositions about the center longitudinal axis of air bearing 12 whereby a30 degree counterclockwise and a 20 degree clockwise rotation areillustrated. Crosswinds could cause this rotational movement ofpassenger cabin 30. It is necessary to stabilize these rotation forces.

[0074]FIG. 2 shows a rapid transit system whereby the upper aerodynamicbearing has added elements controlling rotational stability. If acrosswind acts against passenger cabin 30 to cause rotation of clockwiserotational direction around the longitudinal rotation axis ofaerodynamic air bearing 12 then a decrease in spacing of surfaces A-Bwill occur and an increased spacing of surfaces C-D will occur. Ineffect the volume defined by surfaces A-B and the length of the airbearing surface in the longitudinal direction will decrease and thevolume defined by surfaces C-D and the length of the air bearing in thelongitudinal direction will increase. An increase of volume allowsincreased fluid flow from air bearing 12 with consequent decreasedstatic pressure, measured generally as ½ρv^(2,) where ρ is the fluiddensity and v is the fluid velocity, occurring because of the dynamicpressure increase. This decreased static pressure causes surface C,which is free-floating because of air bearing 12 to approach fixedsurface D of monorail 10 until an equilibrium pressure is attained.Consequently, automatic rotational stabilization occurs by use of theseaerodynamic surfaces. Similarly, crosswind forces actingcounterclockwise on passenger cabin 30 are countered by similaraerodynamic changes in surfaces A-B and C-D.

[0075]FIG. 3 shows a rapid transit system 1 of upper aerodynamic airbearing 12 and lower hydrostatic air bearing 42 providing added vehiclelift and rotational stabilization. Gas turbine 20 supplies compressedair through duct 23 to lower compressed air chamber 40. Outer surface 41of compressed air chamber 40 is shaped concave-down and contains holes(not shown) allowing compressed air to issue and form hydrostatic airbearing 42 to provide lift force reaction against convex-up activesurface 43 of monorail pipe 44. In combination air bearing 12 and 42provide rotational stabilization.

[0076] The general equation describing the vehicle forces, with gravitydown in the plus direction, is:

F _(down)(Upper Air Bearing)−F _(up)(Aerodynamic Bearing Lift)−F_(up)(Lower Air Bearing)+F _(down)(Gravity)=F _(up)(Safety Factor), or

(cfm _(hole) *N*S)_(aero)−(C _(L)*½ρv ²)−(cfm _(hole)·N·S)_(hydrostatic) +mg=S.F,

[0077] where cfm_(hole) is the cubic feet per minute of air flow througha hole (determined by hole size), N is the number of holes, S is thesurface area of the air bearing, C_(L) is the lift coefficient for theair bearing shape, ρ is the air density, v is the velocity, m is themass of the vehicle and g the acceleration due to gravity. The sum ofthese forces act to stabilize and provide for a vehicle isolated fromthe monorails by the air bearing regions at equilibrium pressure.

[0078] A hydrostatic fluid bearing differs from an aerodynamic fluidbearing by the speed and pressure of the incoming fluid with theaerodynamic fluid bearing having fluid velocity sufficient to provide asignificant dynamic pressure. The efficiency of the hydrostatic bearingis a factor of the total area of the air bearing surface plus the sizeof the holes and the number of holes allowing air to issue. For theaerodynamic fluid bearing the combined upward force lift vector reactsagainst the downward acting force of the incoming air mass plus theweight of the vehicle. Theoretically, the aerodynamic air bearing hasmore effective lift than a conventional wing because the reaction forcesset up by the directed air are vertically downward contrary to the onlypartially downward directed lift vector in conventional wings as aconsequence of circulatory lift forces at the Kutta condition. Aftersufficient forward speed is attained by thrust forces provided by thegas turbine then conventional aerodynamic lift could be employed asprovided by conventional wings (not shown) on the vehicle

[0079] To balance the action of transverse forces, such as centrifugalforces generated in curved track sections, the alignment of thehydrostatic bearing with the aerodynamic fluid bearing must necessarilybe canted and this inclination must be imposed by conformity withcentrifugal forces during a turn. This position is determined by theresultant of the transverse centrifugal forces and the relative weightof the vehicle at the virtual axis about which the vehicle rotates.Centrifugal force in curved track at several hundreds mph for aone-kilometer radius equals the force of gravity at 196 m.ph. and twicethat value at 300 mph. A 500-meter radius causes a centrifugal forceequal to gravity at 160 m.ph. and twice that at 225 mp.h.

[0080]FIG. 4 is a partial sectional view of a monorail train 1 of thepresent invention elevated over an existing highway by means of posts 51positioned periodically along cement barrier 52. Frame 50, alsopositioned periodically, provides separation of upper monorail pipe 10from lower monorail pipe 44. It should be noted that monorail 44 being aclosed pipe is rigid. However, upper monorail 10, a pipe section,aligned to pipe 44 by frame 50 can desirably allow some flexibility asby spring loading to frame 50. This flexibility is desirable to allowdampening shock forces acting on the vehicle. In the embodimentillustrated gas turbine air compressor 20 is positioned centrallybetween upper air bearing 10 and lower air bearing 44 therebyeliminating torque around an axis transverse to the longitudinaldirection of the monorail. Thereby better stabilization of the vehicleis achieved. Another possible configuration would be two gas turbines aspower plants positioned each side of the passenger cabin. A furtherembodiment for monorail train 1, the subject of the present invention,could be two aerodynamic air bearings positioned each side of thepassenger cabin with the gas turbine power plant in the middle or anaerodynamic air bearing and a hydrostatic bearing positioned each sidewhere the intent is to achieve rotational stability. Numerous otherembodiments of specific form other than shown or described do not departfrom the spirit or essential characteristics of the subject invention.

[0081]FIG. 5 shows a cutaway view of the linear gas turbine 20 showingaerodynamic fluid bearing 12 of surface area 13 with holes (not shown)generally positioned at the center ⅔ of the total surface area 13 withupper monorail 10, passenger cabin 30, lower hydrostatic fluid bearing42, and monorail tube 44 also shown. Conventionally, gas turbine 20comprises input fan section 24, compressor section 25, turbine section26 and thrust nozzle 27. Gas turbine 20 is well-protected withinmonorail pipe 10. Thrust nozzle 27 of gas turbine 20 provides forwardpropulsion of the vehicle by conventional gas jet reaction forces.Ducted from compressor section 25 of gas turbine 20 is upper air bearingduct 21 supplying compressed air to aerodynamic bearing 12 whereas duct23 (shown in FIG. 3) provides pressurized gas for lower air bearing 42.Valving (not shown) at each duct input, suitably controlled byelectronic sensor means (not shown), determines the amount of compressedgas optimally supplied each duct. Lower air bearing 42 of concave-downouter surface 41 containing numerous holes (not shown) allows injectionof compressed air of relatively low velocity to air bearing 42 fromlower air chamber 40. This action forms hydrostatic air bearing 42consisting of the space defined by the convex-up surface 43 of monorailpipe 44 and concave-down surface 41 of lower air chamber 40. Theresultant air bearing 42 aids lifting of passenger cabin 30 and alsoacts to counter rotation of the vehicle about the axis of aerodynamicair bearing 12. Thus combined use of air bearings 12 and 42 providerotational stability and shock absorbing capability for passenger cabin30. The fact that the vehicle is entirely air-isolated from the monorailsurfaces allows gas turbine 20 to provide very effective high speedbecause of the very low friction achieved.

[0082]FIG. 6 shows a perspective view of the transit system 1 of thepresent invention elevated over an existing highway thus eliminating therequirement for right-of-way purchase. Lower monorail 44 is of rigidclosed pipe construction providing excellent strength in support ofpassenger cabin 30 although some of the weight of the vehicle istransmitted from the upper air bearing 12 to frame 50 to support poles51 and in turn to cement barrier 52. Upper monorail 10 is also of pipeconstruction but with open bottom. Pipe for both monorails is a desiredlow construction cost component. Cement barrier 52 is narrow andconstructed at the center of the highway while elevation poles 51 holdup lower monorail pipe 44 well above existing truck traffic. Frame 50,spaced periodically, holds overhead pipe 10 in proper alignment to pipe44 but analysis shows upper pipe 10 should be allowed some positioningflexibility as by spring loading to frame 50 because upper air bearing12 in forming a reduced pressure region automatically attracts monorail10 until pressure equilibrium occurs. In fact, flexibility of overheadpipe 10 is desirable for shock absorption of passenger cabin 30 toprovide a smoother ride. More specifically, it is rotational stabilityabout the longitudinal axis of tube 44 that is the chief function ofoverhead tube 10 and not their precise spacing, if monorail 10 isspring-loaded to frame 50.

[0083] It can be observed that upper monorail 10 and lower monorail 44are weather resistant. That is, in neither case can snow, rain nor icecollect on the active surface. The tiny amount of snow or ice that couldcollect on the top of pipe 44 could easily be completely avoided byusing monorail pipe 44 to independently transmit warmed water, or betteryet warmed fuel that will be used at the next transit station.

[0084]FIG. 9 compares the main features of the CATS transportationsystem, the subject of the present invention compared to both existingand proposed HSGT transportation systems. Using transportationstatistics provided by DOT and using 1 as the lowest score for a desiredtransportation criteria with 10 for the highest, weighting factors canbe applied for each attribute as judged from the passengers viewpoint.For example, jet airplanes have the highest speed advantage because theyfly through a low friction ambient so we can assign a value about 8 forthis attribute (a transportation system based on rockets might be fasterbut we'll not be considering them). With regard to weather concerns jetplanes are grounded during snowstorms and when sleet and ice conditionsare severe. Severe wind conditions ground jet planes from takeoff. Butjet planes can fly high above weather and can use instruments for flyingthrough clouds and low visibility conditions when airborne. On the otherhand, from the passengers standpoint that doesn't help if theirdestination is an airport closed due to bad weather. So considering allthese ramifications and factors let's assign a weight of 5 for thiscriteria for jet planes. As far as safety is concerned, jet planepassengers worry obsessively about crashing in the event of powerfailure but actually jet planes have a good safety record so let's use afactor of 8 for this attribute. Terrorists see jet planes, because theyhold a lot of people, as attractive in-flight targets. After 9/11 andGulf War II passengers worried so much about this factor that someairlines went bankrupt. Also, it is worrisome that at take off andlanding commercial jets are especially vulnerable to hand-launchedmissile attack. Let's use a weighing factor of only 4 for thisattribute. As far as construction costs are concerned jet planes costmillions each, airports cost billions. Lets use a weighing factor of 3for this attribute. To assure safety and reliability, jet planemaintenance costs are huge. Let's use 3 for this factor. Jet planes haveeffective long-range operation, especially over water, but they havevery poor short-range efficiency. Let's use 8 overall for this factor.Jet planes have poor effective travel time; especially post 9/11 becauseinspections and delayed flight add considerable wait time to actualtransit time. Let's use only 3 for this factor because it is aconsiderable source of passenger agitation. As regards freight capacityjet planes are very sensitive to fuel efficiency which is in turnsensitive to total jet plane weight so jet planes are not very efficientfreight carriers except for moderate weight cargo over long distances.Jet planes can best be financially justified for high-value cargo (i.e.,passengers). For high efficiency jet planes must be large so that alarge number of people can be carried each flight (which unfortunatelymakes them attractive terrorist targets). Let's use a factor of 4 forjet planes as freight carriers.

[0085] A good HSGT system should have an effective range intermediateshort range automobiles and long distance airline travel. The effectiverange should be about 500 miles, medium distance between low speed shorttravel automobiles and fast speed long distance jet aircraft. Therequirement for high speed operation eliminates the use of wheels of anykind so there must be some method of vehicle levitation. For all-weatheroperation some method of shielding the monorail surface from snow andice is absolutely necessary. This rules out any kind of conventionalmonorail system wherein the track is exposed to snow, rain, or ice.Installation cost must be kept low and especially right-of-way costsshould be eliminated. Passenger safety must be a top consideration sosafe stopping of the vehicle in the event of power failure must be aninherent feature of the system. Continuing maintenance and repair costsmust be minimized. The total travel time must take into considerationnot only the transit speed but passenger wait time. Transit speed shouldbe high and transit wait time low. Total transit time must be optimized.The system should not be an attractive terrorist target and thisrequires good security and not a considerable number of passengers.Ideally, the transit system should allow heavy freight transport or atleast cargo or freight transportation during times of minimum passengeruse. Finally, the passengers should enjoy using the system. The thrillof the ride would be a plus. Meeting all these criteria is a dauntingtask.

[0086] By analyzing each of these desired attributes for atransportation system we can come up with overall scores to compare ofhow well they perform. Table 9 shows that Tube Transport and Maglevsystems have the lowest overall scores while trains, automobiles andboats have surprisingly high scores. The CATS HSGT system, specificallydesigned to meet the needs of high speed operation, with all-weathercapability, low installation cost, assured passenger safety in the eventof power failure, low maintenance cost, good effective range, lowpassenger wait time, reduced possibility of terrorist attack, moderatefreight capacity, and passenger enjoyment shows high overall scoring.

[0087] The HSGT transportation system of the present disclosure will becalled CATS (Constrained Airplane Transportation System) and by theinvention all HSGT criteria are met including high speed operation,all-weather capability, assured passenger safety, plus low installationcost. The CATS system disclosed is designed for 500-600 mile trips(i.e., 300 mph effective ground speed) although short trips are alsoefficiently accomplished. In effect the invention is a safe,all-weather, constrained airplane

[0088] The CATS system is the first practical transportation methodparticularly designed to use existing highway and railroad right-of-wayswhile adaptable to both urban and intercity transportation. By far themost expensive aspect of a new ground transportation system is the costof right-of-way. All operational transportation systems presently movingpeople and materials including airlines use vast amounts of valuableland area often hard to come by, especially in metropolitan areas.Because the CATS vehicles are overhead existing right-of-ways land useis minimized. The CATS system, using overhead monorails over existinghighways would give air travelers a competitive option, take cars offroads, cut air pollution and bring needed industry outside crowdedcities. Thus the CATS system is preeminently affordable because it usesexisting highway right-of-ways yet is capable of being implementedpiece-wise while augmenting existing rail systems. This greatly reducescosts for implementation because right-of-way cost is the main expenseof any new transportation system. It does not require huge investmentsin infrastructure before it can be used because pipe construction isused and it is capable of being implemented piece-wise while augmentingsystems currently in use with minimum testing and startup costs.Maintenance is minimized by the elimination of wear and tear on thetrack surface.

[0089] A feature of the CATS system is dividing passenger from freightoperation. Trucks and trains carry heavy freight down below whilepassengers and goods travel at very high travel speed above. Vehicleavailability is computer-controlled at stations according to real-timeneeds. Thus high speed transit is allowed with minimal passenger waittime at stations.

[0090] HSGT operation is possible because the passenger vehicle isseparated from the overhead monorail “track” by an air bearing whichaccomplishes extremely low friction for high-speed, power-efficientvehicle motion. Forward propulsion of the vehicles on the track isaccomplished by conventional reaction forces obtained by aself-contained linear gas turbine. The air bearings not only allow veryhigh speed but there is no physical contact between the vehicle and theguide rails. This innovative low friction method assures maximumpropulsion power efficiency while insulating the passenger cabin fromshock and vibration. During high speed free-flight forward propulsionthe aerodynamically contoured vehicle, with added wings, couldcontribute additional conventional aerodynamic lift. There is never thedanger of the vehicle crashing in the event of power failure because themonorail catches the vehicle thus eliminating one of the main fears ofairplane flight.

[0091] CATS is an all-weather transit system. The CATS transit system isnot susceptible to the hazards associated with adverse weatherconditions, including darkness or the weather hazards that typicallyhazard automotive and air transportation because the CATS vehicleaerodynamic air bearing is inside the upper monorail. The monorail actsas a roof to protect the inside “track” from weather. Thus the vehicleis protected from rain, snow, sleet and hail and the constrained vehiclecan travel even in fog, dense snow, or dense rain obscuring visibility.Adverse weather cannot disrupt the computer-controlled operation of theCATS system. It is designed to minimize loss of life in case ofearthquake, landslide, tornadoes and even terrorist activity. The CATSsystem does not require that individuals own special vehicles yetencourages use of hybrid and electric cars at the destination. It doesnot interfere with pedestrians or other surface traffic. It maximizesenergy use and minimizes pollution while being quiet, convenient, andenjoyable to use. Present systems make inefficient use of energy. Twohundred six million automobiles, designed for six passengers, almostentirely carry only one. They contribute materially to pollution of theatmosphere. Ground-based vehicles interfere with and endanger othersurface traffic, not just automobiles and trucks, but pedestrians, andbicycles. They kill 500,000 deer each year. Because it is overheadexisting highway traffic the CATS transit system is safe and does notinterfere with trucks, pedestrians and other surface traffic below.Congestion and intersection accidents are entirely eliminated.Individual drivers are factored out by computer-controlled ground speed.Finally, no transportation system can be useful that is not utilized bythe public. Passengers must enjoy the speed and comfort of an efficienttransit system; they must enjoy the ride. The CATS experience will lureauto drivers away from highways and the thrill of the high speed journeywill make passengers enjoy using it.

[0092] In conclusion there is provided a high speed groundtransportation system with all the features desired for a successfulpassenger transportation system. The CATS transportation system, thesubject of the present invention, may be embodied in other specificforms without departing from the spirit or essential characteristicsthereof. The present embodiments are therefore considered in allrespects illustrative and not restrictive, the scope of the inventionbeing indicated by the appended claims rather then by the foregoingdescription or discussion.

1. A high speed ground transportation system of the overhead monorailtype with cargo vehicle suspended from a fluid bearing wherein theimprovement comprises: a. said cargo vehicle containing fluid dispersivemeans providing compressed fluid to, b. a fluid emission surface abovesaid cargo vehicle of convex shape matched in spaced configuration to,c. said monorail inner-surface of concave shape of arc larger than widthof said convex emission surface, wherein d. said fluid emission massacts to separate said surfaces whereas reduced static pressure caused byincreased dynamic pressure of the moving fluid acts to bring saidsurfaces together resulting in equilibrium separation, thereby providinge. a high speed transit system of low friction and vehicle liftingcapability, of configuration shielding and protecting from adverseweather, wherein in the event of fluid dispersive failure the vehiclecomes to a safe stop, construction cost is low because the monorails areconstructed of pipe, and maintenance cost is minimized because thevehicle never contacts the monorail surface.
 2. A high speed groundtransportation system of claim 1 wherein said fluid is air and saidsurfaces are cylindrical.
 3. A high speed ground transportation systemof claim 1 wherein, a. said moving fluid from said aerodynamic fluidbearing issues downward to b. spaces of equal volumes on opposite sidesof said support attachment to said passenger cabin whereas, c. saidvolumes are defined by surfaces comprising the flat sides of saidsupport attachment of fixed structure and vertical surfaces attached tosaid monorail and corresponding in spaced configuration to said supportattachment surfaces whereby the corresponding surfaces act to provideaerodynamic differential pressure and thereby provide, d. rotationalstability of said vehicle.
 4. A high speed ground transportation systemof claim 1 wherein the improvement comprises: a. a second fluid bearingbelow said cargo vehicle wherein a fluid emission surface is of concaveshape and matched in spaced configuration to, b. a second monorail belowsaid cargo vehicle with outer-surface of convex shape whereby incooperation, c. said fluid emission thereto said surfaces acts tohydrostatically separate the surfaces, thereby providing d. addedvehicle lift and elimination of vehicle rotation around the longitudinalaxis of the aerodynamic fluid bearing of claim
 1. 5. A high speed groundtransportation system of claim 4 wherein the improvement comprises: a.said fluid dispersive means centered between upper and lower airbearings, thereby providing b. minimized torque about an axis transverseto the longitudinal direction of the monorails, low friction for highspeed operation, and elimination of vehicle rotation around thelongitudinal axis of said aerodynamic fluid bearing.